Trailer hitching assistance system including trailer type identification and adaptive interface

ABSTRACT

A system for assisting in aligning a vehicle for hitching with a trailer includes a controller that identifies at least one of the trailer or a coupling feature of the trailer within image data and determines that the at least one of the trailer or the coupling feature is outside of a target position area relative to the vehicle and outputs an instruction for movement of the vehicle determined to position the one of the trailer or the coupling feature within the target position area in response to identifying at least one indication of a user difficulty in positioning the one of the trailer or the coupling feature within the target position area.

CROSS-REFERENCE TO RELATED APPLICATIONS

The present application is a continuation of U.S. patent applicationSer. No. 17/361,555, which was filed on Jun. 29, 2021, which is entitled“TRAILER HITCHING ASSISTANCE SYSTEM INCLUDING TRAILER TYPEIDENTIFICATION AND ADAPTIVE INTERFACE.” The entire disclosures of eachof which are incorporated herein by reference in their entirety.

FIELD OF THE DISCLOSURE

The present disclosure generally relates to a vehicle hitch assistancesystem. In particular, the system provides a camera view selected tocorrespond with an identified trailer type during an alignment phase.

BACKGROUND OF THE DISCLOSURE

Hitching a trailer to a vehicle can be a difficult and time-consumingexperience. In particular, aligning a vehicle hitch ball with thedesired trailer hitch can, depending on the initial location of thetrailer relative to the vehicle, require repeated forward and reversedriving coordinated with multiple steering maneuvers to appropriatelyposition the vehicle. Further, through a significant portion of thedriving needed for appropriate hitch ball alignment, the trailer hitchcannot be seen, and the hitch ball can, under ordinary circumstance,never actually be seen by the driver. This lack of sight lines requiresinference of the positioning of the hitch ball and hitch based onexperience with a particular vehicle and trailer, and can still requiremultiple instances of stopping and stepping out of the vehicle toconfirm alignment or to note an appropriate correction for a subsequentset of maneuvers. Even further, the closeness of the hitch ball to therear bumper of the vehicle means that any overshoot can cause thevehicle to come into contact with the trailer. Accordingly, furtheradvancements may be desired.

SUMMARY OF THE DISCLOSURE

According to a first aspect of the present disclosure, a system forassisting in aligning a vehicle for hitching with a trailer includes animaging system including a first camera and a second camera andcapturing image data of an area to the rear of the vehicle andoutputting the image data and a controller identifying at least one ofthe trailer or a coupling feature of the trailer within the image dataand assigning a trailer type to the trailer identified within the imagedata, the trailer type including a first trailer type and a secondtrailer type. The controller further causes a portion of the image datato be presented on a display within the vehicle, the portion of theimage data corresponding with the first camera in response to thetrailer being assigned the first trailer type and corresponding with thesecond camera in response to the trailer being assigned the secondtrailer type, presents a target image over the portion of the image datapresented on the display, the target image being smaller than a field ofview associated with the portion of the image data and correspondingwith a target position area relative to the vehicle, and determines thatthe at least one of the coupling feature and the trailer is within thetarget position area and outputting a steering signal to the vehicle tocause the vehicle to steer to align a hitch of the vehicle with thecoupling feature.

Embodiments of the first aspect of the disclosure can include any one ora combination of the following features:

-   -   the vehicle defines a rear portion and a cabin having a rear        edge forward of the rear portion of the vehicle, the first        camera is mounted on the rear portion of the vehicle, and the        second camera is mounted adjacent the rear edge of the cabin;    -   the vehicle is a pickup truck, the rear portion of the vehicle        includes a tailgate of the pickup truck, the tailgate enclosing        an end of a bed of the pickup truck, and the rear edge of the        cabin is defined above a rear cab window of the pickup truck        such that the field of view associated with the portion of the        image data corresponding with the second camera includes at        least a portion of the bed of the pickup truck;    -   the first trailer type is a conventional trailer configured for        coupling with the vehicle at a hitch disposed on a rear of the        vehicle, and the second trailer type is a fifth-wheel trailer        configured for coupling with the vehicle at a kingpin disposed        over a rear axle of the vehicle;    -   the target image is presented to include a depiction of a        conventional trailer when the assigned trailer type is the        conventional trailer, and the target image is presented to        include a depiction of a fifth-wheel trailer when the assigned        trailer type is the fifth-wheel trailer;    -   when the assigned trailer type is the fifth-wheel trailer, the        controller further configures the target position area to be        disposed from a front of the trailer, and the controller further        outputs an instruction for movement of the vehicle determined to        position the one of the trailer or the coupling feature within        the target position area; and    -   causing the portion of the image data corresponding with the        second camera to be presented on the display within the vehicle        includes applying a digital scaling function to the portion of        the image data.

According to another aspect of the present disclosure, a system forassisting in aligning a vehicle for hitching with a trailer includes animaging system outputting image data to the rear of the vehicle and acontroller causing a portion of the image data to be presented on adisplay within the vehicle and identifying at least one of the traileror a coupling feature of the trailer within the image data, assigning atrailer type to the trailer identified within the image data, thetrailer type including a first trailer type and a second trailer type,presenting a target image over the portion of the image data presentedon the display, the target image being smaller than a field of viewassociated with the portion of the image data, corresponding with atarget position area relative to the vehicle, and including a depictionof the trailer type, and determining that the at least one of thecoupling feature and the trailer is within the target position andoutputting a steering signal to the vehicle to cause the vehicle tosteer to align a hitch of the vehicle with the coupling feature.

According to another aspect of the present disclosure, a system forassisting in aligning a vehicle for hitching with a trailer includes animaging system outputting image data of a field of view to the rear ofthe vehicle and a controller identifying at least one of the trailer ora coupling feature of the trailer within the image data, determiningthat the at least one of the trailer or the coupling feature is outsideof a target position area relative to the vehicle and outputting aninstruction for movement of the vehicle determined to position the oneof the trailer or the coupling feature within the target position areain response to identifying at least one characteristic indicating a userdifficulty in positioning the one of the trailer or the coupling featurewithin the target position area, determining that the at least one ofthe coupling feature and the trailer is within the target position areaand outputting a steering signal to the vehicle to cause the vehicle tosteer to align a hitch of the vehicle with the coupling feature.

According to another aspect of the present disclosure, a system forassisting in aligning a vehicle for hitching with a trailer includes animaging system outputting image data of a field of view directedrearward from the vehicle, the imaging system including a first cameraand a second camera and a controller. The controller identifies at leastone of the trailer or a coupling feature of the trailer within the imagedata and determines that the at least one of the trailer or the couplingfeature is outside of a target position area relative to the vehicle andoutputs an instruction for movement of the vehicle determined toposition the one of the trailer or the coupling feature within thetarget position area in response to identifying at least one indicationof a user difficulty in positioning the one of the trailer or thecoupling feature within the target position area. The controller furtherdetermines that the at least one of the coupling feature and the traileris within the target position area and outputs a steering signal to thevehicle to cause the vehicle to steer to align a hitch of the vehiclewith the coupling feature.

According to another aspect of the present disclosure, a system forassisting in aligning a vehicle for hitching with a trailer includes avehicle human-machine interface including a display screen within aninterior of the vehicle, an imaging system outputting image data of afield of view directed rearward from the vehicle, the imaging systemincluding a first camera and a second camera, and a controlleridentifying at least one of the trailer or a coupling feature of thetrailer within the image data and outputting a target graphic associatedwith the target position area on the display screen, the target graphicbeing associated with a target position area relative to the vehicle.The controller further determines that the at least one of the traileror the coupling feature is outside of the target position area relativeto the vehicle and outputs an instruction for movement of the vehicledetermined to position the one of the trailer or the coupling featurewithin the target position area in response to identifying at least oneindication of a user difficulty in positioning the one of the trailer orthe coupling feature within the target position area. The controllerfurther determines that the at least one of the coupling feature and thetrailer is within the target position area and outputting a steeringsignal to the vehicle to cause the vehicle to steer to align a hitch ofthe vehicle with the coupling feature.

These and other aspects, objects, and features of the present inventionwill be understood and appreciated by those skilled in the art uponstudying the following specification, claims, and appended drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

In the drawings:

FIG. 1 is a perspective view of a vehicle in an unhitched positionrelative to a trailer;

FIG. 2 is a diagram of a system according to an aspect of the disclosurefor assisting in aligning the vehicle with a trailer in a position forhitching the trailer to the vehicle;

FIG. 3 is an overhead schematic view of a vehicle during a step of thealignment sequence with the trailer;

FIG. 4 is an overhead schematic view of the vehicle during a subsequentstep of the alignment sequence with the trailer and showing the positionof a hitch of the vehicle at an end of a derived alignment path;

FIG. 5 is a schematic illustration of an acceptable target zone for aconventional trailer relative to a vehicle including the present system;

FIG. 6 is a schematic illustration of an acceptable target zone forpositioning of a fifth-wheel trailer relative to a vehicle including thepresent system;

FIG. 7 is an example view of image data presented on a vehicle HMIscreen from a camera selected to correspond with an identified trailertype;

FIG. 8 is an example view of image data presented on a vehicle HMIscreen from a camera and a zoom level selected to correspond with anidentified trailer type and a current stage of the alignment sequence;

FIGS. 9A and 9B are examples of graphic target with trailer typeidentification images selected or developed to correspond with theidentified trailer type;

FIG. 10 is an example view of image data presented on a vehicle HMI withan instruction image overlaid thereon in response to the systemidentifying a user difficulty in achieving a required initial alignmentposition with respect to the trailer;

FIG. 11 is an example view of image data presented on a vehicle HMI witha graphical target image overlaid thereon and adapted to indicate that arequired initial alignment position with respect to the trailer has beenachieved;

FIG. 12 is an example view of image data presented on a vehicle HMI witha graphical indication overlaid thereon to indicate that an automatedbacking maneuver has aligned a vehicle hitch feature with a trailercoupler feature;

FIG. 13 is a flowchart depicting steps executable by a system forpresenting a specific camera view corresponding with an identifiedtarget trailer type;

FIG. 14 is a flowchart depicting steps executable by a system forpresenting a graphical indication of an identified trailer type on avehicle HMI screen;

FIG. 15 is a flowchart depicting steps executable by a system forpresenting a graphical instruction to assist a user in aligning avehicle with respect to a trailer prior to initiation of an automatedhitching maneuver; and

FIG. 16 is a flowchart depicting steps executable by a system forpresenting specific camera views at various stages during a hitchingmaneuver and corresponding with an identified target trailer type.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

Additional features and advantages of the presently disclosed devicewill be set forth in the detailed description which follows and will beapparent to those skilled in the art from the description, or recognizedby practicing the device as described in the following description,together with the claims and appended drawings.

For purposes of description herein, the terms “upper,” “lower,” “right,”“left,” “rear,” “front,” “vertical,” “horizontal,” “interior,”“exterior,” and derivatives thereof shall relate to the disclosure asoriented in FIG. 1 . However, it is to be understood that the disclosuremay assume various alternative orientations and step sequences, exceptwhere expressly specified to the contrary. It is also to be understoodthat the specific devices and processes illustrated in the attacheddrawings, and described in the following specification are simplyexemplary embodiments of the inventive concepts defined in the appendedclaims. Hence, specific dimensions and other physical characteristicsrelating to the embodiments disclosed herein are not to be considered aslimiting, unless the claims expressly state otherwise.

As used herein, the term “and/or,” when used in a list of two or moreitems, means that any one of the listed items can be employed by itself,or any combination of two or more of the listed items, can be employed.For example, if a composition is described as containing components A,B, and/or C, the composition can contain A alone; B alone; C alone; Aand B in combination; A and C in combination; B and C in combination; orA, B, and C in combination.

As used herein, the term “about” means that amounts, sizes,formulations, parameters, and other quantities and characteristics arenot and need not be exact, but may be approximate and/or larger orsmaller, as desired, reflecting tolerances, conversion factors, roundingoff, measurement error and the like, and other factors known to those ofskill in the art. When the term “about” is used in describing a value oran end-point of a range, the disclosure should be understood to includethe specific value or end-point referred to. Whether or not a numericalvalue or end-point of a range in the specification recites “about,” thenumerical value or end-point of a range is intended to include twoembodiments: one modified by “about,” and one not modified by “about.”It will be further understood that the end-points of each of the rangesare significant both in relation to the other end-point, andindependently of the other end-point.

The terms “substantial,” “substantially,” and variations thereof as usedherein are intended to note that a described feature is equal orapproximately equal to a value or description. For example, a“substantially planar” surface is intended to denote a surface that isplanar or approximately planar. Moreover, “substantially” is intended todenote that two values are equal or approximately equal. In someembodiments, “substantially” may denote values within about 10% of eachother, such as within about 5% of each other, or within about 2% of eachother.

As used herein the terms “the,” “a,” or “an,” mean “at least one,” andshould not be limited to “only one” unless explicitly indicated to thecontrary. Thus, for example, reference to “a component” includesembodiments having two or more such components unless the contextclearly indicates otherwise.

In this document, relational terms, such as first and second, top andbottom, and the like, are used solely to distinguish one entity oraction from another entity or action, without necessarily requiring orimplying any actual such relationship or order between such entities oractions. The terms “comprises,” “comprising,” or any other variationthereof, are intended to cover a non-exclusive inclusion, such that aprocess, method, article, or apparatus that comprises a list of elementsdoes not include only those elements but may include other elements notexpressly listed or inherent to such process, method, article, orapparatus. An element proceeded by “comprises . . . a” does not, withoutmore constraints, preclude the existence of additional identicalelements in the process, method, article, or apparatus that comprisesthe element.

Referring to FIGS. 1-16 , reference number 10 generally refers to asystem for assisting in aligning a vehicle 12 for hitching with atrailer 16. System 10 includes an imaging system 18 including a firstcamera 48 and a second camera 50 and outputting image data 55 to therear 17 of the vehicle 12 and a controller 26 identifying at least oneof the trailer 16 or a coupling feature 14 of the trailer 16 within theimage data 55 and assigning a trailer type to the trailer 16 identifiedwithin the image data 55, the trailer type including a first trailertype and a second trailer type. The controller 26 further causes aportion of the image data 55 to be presented on a display 44 within thevehicle 12, the portion of the image data 55 corresponding with thefirst camera 48 in response to the trailer 16 being assigned the firsttrailer type and corresponding with the second camera 50 in response tothe trailer 16 being assigned the second trailer type, presents a targetimage 45 over the portion of the image data 55 presented on the display44, the target image 45 being smaller than a field of view 49 or 51associated with the portion of the image data 55 and corresponding witha target position area 110 relative to the vehicle 12, and determinesthat the at least one of the coupling feature 14 and the trailer 16 iswithin the target position are 110 and outputs a steering signal 69 tothe vehicle 12 to cause the vehicle 12 to steer to align a hitch 37 ofthe vehicle 12 with the coupling feature 14.

Referring generally to FIG. 1 , the vehicle 12 is shown in the form of apickup truck that includes a vehicle cabin 15 in the form of a forward“cab” that can have a number of different implementation (standard,two-door with front seats only; an “extended” cab with small rear seatsand, optionally a rear-hinged rear door; a “crew” cab including a largerrear seat and four doors; etc.) having a substantially vertical rearwindshield 19 at the rear of the cabin 15. Along a rear edge 21 of thecabin 15 there may be disposed a rear brake light, which may be referredto as a center high-mount stop light (“CHMSL”) 23 that may also houseauxiliary lighting (e.g., for illumination of the bed 25 of the truck),disposed behind the cabin 15. The bed 25 extends rearward from the cabin15 to a rear 17 of the vehicle 12 such that the bed 25 extends beyondand over a rear axle 27 of the vehicle 12. In the illustrated example,the above-mentioned hitch 34 is in the form of a hitch ball 37 connectedwith the frame of the vehicle 12 by a ball mount 39 that extendsrearward below and past the rear bumper 41 of the vehicle 12. Forconnection with the hitch ball 37 type hitch 34 of the present example,the trailer 16 is configured as a “standard” trailer with a couplingfeature 14 in the form of a cup 47 mounted on the end of a tongue 53 ofthe trailer 16 that extends forward of the axle 84 of the trailer 16.The present example depicts an A-frame trailer configured fortransporting a boat or the like, with other standard trailerconfigurations being known, including box trailers, and the like. Asdiscussed further below, in one implementation the present system 10 canoperate to control reversing of the vehicle 12 to align (bothlongitudinally and laterally) the hitch ball 37 beneath the cup 47 suchthat the trailer tongue 53 can be lowered to position the cup 47 overand around the hitch ball 37 for coupling of the trailer 16 to thevehicle 12 (including by operation of an additional latch or othersecurement mechanism to help ensure that the cup 47 is maintained in thecoupled relationship with the hitch ball 37 and the attachment of achain(s) between the trailer 16 and the base of the ball mount 39).

With respect to the general operation of the hitch assist system 10, asillustrated in the system diagram of FIG. 2 , system 10 includes varioussensors and devices that obtain or otherwise provide vehiclestatus-related information. This information includes positioninginformation from a positioning system 22, which may include a deadreckoning device 24 or, in addition or as an alternative, a globalpositioning system (GPS), to determine a coordinate location of thevehicle 12 based on the one or more locations of the devices within thepositioning system 22. In particular, the dead reckoning device 24 canestablish and track the coordinate location of the vehicle 12 within alocalized coordinate system 82 based at least on vehicle speed andsteering angle δ. Other vehicle information received by hitch assistsystem 10 may include a speed of the vehicle 12 from a speed sensor 56and a yaw rate of the vehicle 12 from a yaw rate sensor 58. It iscontemplated that in additional embodiments, a proximity sensor 54 or anarray thereof, and other vehicle sensors and devices may provide sensorsignals or other information, such as sequential images of a trailer 16,including the detected coupling feature 14, that the controller 26 ofthe hitch assist system 10 may process with various routines todetermine the height H and position of coupling feature 14.

As further shown in FIG. 2 , one embodiment of the hitch assist system10 is in communication with the steering system 20 of vehicle 12, whichmay be a power assist steering system 20 including an electric steeringmotor 74 to operate the steered wheels 76 (FIG. 1 ) of the vehicle 12for moving the vehicle 12 in such a manner that the vehicle yaw changeswith the vehicle velocity and the steering angle δ. In the illustratedembodiment, the power assist steering system 20 is an electricpower-assisted steering (“EPAS”) system including electric steeringmotor 74 for turning the steered wheels 76 to a steering angle δ basedon a steering command, whereby the steering angle δ may be sensed by asteering angle sensor 78 of the power assist steering system 20. Thesteering signal 69 may be provided by the hitch assist system 10 forautonomously steering during a trailer hitch alignment maneuver and mayalternatively be provided manually via a rotational position (e.g.,steering wheel angle) of a steering wheel of vehicle 12. However, in theillustrated embodiment, the steering wheel of the vehicle 12 ismechanically coupled with the steered wheels 76 of the vehicle 12, suchthat the steering wheel moves in concert with steered wheels 76,preventing manual intervention with the steering wheel during autonomoussteering. More specifically, a torque sensor 80 is provided on the powerassist steering system 20 that senses torque on the steering wheel thatis not expected from autonomous control of the steering wheel andtherefore indicative of manual intervention, whereby the hitch assistsystem 10 may alert the driver to discontinue manual intervention withthe steering wheel and/or discontinue autonomous steering. Inalternative embodiments, some vehicles have a power assist steeringsystem 20 that allows a steering wheel to be partially decoupled frommovement of the steered wheels 76 of such a vehicle.

With continued reference to FIG. 2 , the power assist steering system 20provides the controller 26 of the hitch assist system 10 withinformation relating to a rotational position of steered wheels 76 ofthe vehicle 12, including a steering angle δ. The controller 26 in theillustrated embodiment processes the current steering angle, in additionto other vehicle 12 conditions to guide the vehicle 12 along the desiredpath 32 (FIG. 3 ). It is conceivable that the hitch assist system 10, inadditional embodiments, may be an integrated component of the powerassist steering system 20. For example, the power assist steering system20 may include a hitch assist algorithm for generating vehicle steeringinformation and commands as a function of all or a portion ofinformation received from the imaging system 18, the power assiststeering system 20, a vehicle brake control system 70, a powertraincontrol system 72, and other vehicle sensors and devices, as well as ahuman-machine interface 40, as discussed further below.

As also illustrated in FIG. 2 , the vehicle brake control system 70 mayalso communicate with the controller 26 to provide the hitch assistsystem 10 with braking information, such as vehicle wheel speed, and toreceive braking commands from the controller 26. For instance, vehiclespeed information can be determined from individual wheel speeds asmonitored by the brake control system 70. Vehicle speed may also bedetermined from the powertrain control system 72, the speed sensor 56,and the positioning system 22, among other conceivable means. In someembodiments, individual wheel speeds can also be used to determine avehicle yaw rate j, which can be provided to the hitch assist system 10in the alternative or in addition to the vehicle yaw rate sensor 58. Thehitch assist system 10 can, further, provide vehicle braking informationto the brake control system 70 for allowing the hitch assist system 10to control braking of the vehicle 12 during backing of the trailer 16.For example, the hitch assist system 10, in some embodiments, mayregulate speed of the vehicle 12 during alignment of the vehicle 12 withthe coupling feature 14 of trailer 16, which can reduce the potentialfor contact with trailer 16, and can bring vehicle 12 to a complete stopat a determined endpoint 35 of path 32. It is disclosed herein that thehitch assist system 10 can additionally or alternatively issue an alertsignal corresponding to a notification of an actual, impending, and/oranticipated contact with a portion of trailer 16. The powertrain controlsystem 72, as shown in the embodiment illustrated in FIG. 2 , may alsointeract with the hitch assist system 10 for regulating speed andacceleration of the vehicle 12 during partial or autonomous alignmentwith trailer 16. As mentioned above, regulation of the speed of thevehicle 12 may be advantageous to prevent contact with trailer 16.

Additionally, the hitch assist system 10 may communicate withhuman-machine interface (“HMI”) 40 for the vehicle 12. The HMI 40 mayinclude a vehicle display 44, such as a center-stack mounted navigationor entertainment display (FIG. 1 ). HMI 40 further includes an inputdevice, which can be implemented by configuring display 44 as a portionof a touchscreen 42 with circuitry 46 to receive an input correspondingwith a location over display 44. Other forms of input, including one ormore joysticks, digital input pads, or the like can be used in place orin addition to touchscreen 42. Further, the hitch assist system 10 maycommunicate via wireless communication with another embodiment of theHMI 40, such as with one or more handheld or portable devices 96 (FIG. 1), including one or more smartphones. The portable device 96 may alsoinclude the display 44 for displaying one or more images and otherinformation to a user. For instance, the portable device 96 may displayone or more images of the trailer 16 on the display 44 and may befurther able to receive remote user inputs via touchscreen circuitry 46.In addition, the portable device 96 may provide feedback information,such as visual, audible, and tactile alerts.

Still referring to the embodiment shown in FIG. 2 , the controller 26 isconfigured with a microprocessor 60 to process logic and routines storedin memory 62 that receive information from the above-described sensorsand vehicle systems, including the imaging system 18, the power assiststeering system 20, the vehicle brake control system 70, the powertraincontrol system 72, and other vehicle sensors and devices. The controller26 may generate vehicle steering information and commands as a functionof all or a portion of the information received. Thereafter, the vehiclesteering information and commands may be provided to the power assiststeering system 20 for affecting steering of the vehicle 12 to achieve acommanded path 32 (FIG. 3 ) of travel for alignment with the couplingfeature 14 of trailer 16. The controller 26 may include themicroprocessor 60 and/or other analog and/or digital circuitry forprocessing one or more routines. Also, the controller 26 may include thememory 62 for storing one or more routines, including an imageprocessing routine 64 and/or hitch detection routine, a path derivationroutine 66, and an operating routine 68. It should be appreciated thatthe controller 26 may be a stand-alone dedicated controller or may be ashared controller integrated with other control functions, such asintegrated with a vehicle sensor system, the power assist steeringsystem 20, and other conceivable onboard or off-board vehicle controlsystems. It should further be appreciated that the image processingroutine 64 may be carried out by a dedicated processor, for example,within a stand-alone imaging system 18 for vehicle 12 that can outputthe results of its image processing to other components and systems ofvehicle 12, including microprocessor 60. Further, any system, computer,processor, or the like that completes image processing functionality,such as that described herein, may be referred to herein as an “imageprocessor” regardless of other functionality it may also implement(including simultaneously with executing image processing routine 64).

System 10 can also incorporate an imaging system 18 that includes one ormore exterior cameras, which in the illustrated examples include rearcamera 48, center high-mount stop light (“CHMSL”) camera 50 (that may beincluded in the array for the above-described CHMSL 23, and side-viewcameras 52 a and 52 b, although other arrangements including additionalor alternative cameras are possible. In one example, imaging system 18can include rear camera 48 alone or can be configured such that system10, as discussed further below, selectively utilizes only rear camera 48and CHMSL camera 50 in a vehicle with multiple exterior cameras. Inanother example, the various cameras 48, 50, 52 a, 52 b included inimaging system 18 can be positioned to generally overlap in theirrespective fields of view, which may correspond with rear camera 48,CHMSL camera 50, and side-view cameras 52 a and 52 b, respectively. Inthis manner, image data 55 from two or more of the cameras can becombined in image processing routine 64, or in another dedicated imageprocessor within imaging system 18, into a single image for purposes ofidentifying the coupling feature 14 using the image processing routine64. In an extension of such an example, the image data 55 can be used toderive stereoscopic image data that can be used to reconstruct athree-dimensional scene of the area or areas within overlapped areas ofthe various fields of view including any objects (obstacles or couplingfeature 14, for example) therein. In an embodiment, the use of twoimages including the same object can be used to determine a location ofthe object relative to the two image sources, given a known spatialrelationship between the image sources. In this respect, the imageprocessing routine 64 can use known programming and/or functionality toidentify an object within image data 55 from the various cameras 48, 50,52 a, and 52 b within imaging system 18. In either example, the imageprocessing routine 64 can include information related to the positioningof any cameras 48, 50, 52 a, and 52 b present on vehicle 12 or utilizedby system 10, including relative to the center 36 (FIG. 1 ) of vehicle12, for example such that the positions of cameras 48, 50, 52 a, and 52b relative to center 36 and/or to each other can be used for objectpositioning calculations and to result in object position data relativeto the center 36 of vehicle 12, for example, or other features ofvehicle 12, such as hitch 34 (FIG. 1 ), with known positions relative tocenter 36. In one aspect, the various systems and vehicle featuresdiscussed herein, including imaging system 18, positioning system 22,brake control system 70, powertrain control system 72, power assiststeering system 20, proximity sensor array 54, positioning system 22,and the vehicle sensors discussed herein my generally used for purposesof vehicle control, such as under control of the user, includingpotentially with assistance of an on-board computer or other processorcommunicating with the systems and features. In this manner, the systemsand features can be referred to collectively as a vehicle control systemthat may be utilized by controller 26 for the automatic vehicle controlfunctionality discussed herein.

The image processing routine 64 can be specifically programmed orotherwise configured to locate coupling feature 14 within image data 55.In an example, the image processing routine 64 can first attempt toidentify any trailers 16 within the image data 55, which can be donebased on stored or otherwise known visual characteristics of trailer 16,of a number of different types, sizes or configurations of trailerscompatible with system 10, or trailers in general. Controller 26 canseek confirmation from the user that the identification of the trailer16 is accurate and is the correct trailer for which to complete anassisted hitching operation, as described further below. After thetrailer 16 is identified, controller 26 may then identify the couplingfeature 14 of that trailer 16 within the image data 55 based, similarly,on stored or otherwise known visual characteristics of coupling feature14 or coupling features in general. In another embodiment, a marker inthe form of a sticker or the like may be affixed with trailer 16 in aspecified position relative to coupling feature 14 in a manner similarto that which is described in commonly-assigned U.S. Pat. No. 9,102,271,the entire disclosure of which is incorporated by reference herein. Insuch an embodiment, image processing routine 64 may be programmed withidentifying characteristics of the marker for location in image data 55,as well as the positioning of coupling feature 14 relative to such amarker so that the position 28 of coupling feature 14 can be determinedbased on the marker location. Additionally or alternatively, controller26 may seek confirmation of the determined coupling feature 14, via aprompt on touchscreen 42. If the coupling feature 14 determination isnot confirmed, further image processing may be provided, oruser-adjustment of the position 28 of coupling feature 14 may befacilitated, either using touchscreen 42 or another input to allow theuser to move the depicted position 28 of coupling feature 14 ontouchscreen 42, which controller 26 uses to adjust the determination ofposition 28 of coupling feature 14 with respect to vehicle 12 based onthe above-described use of image data 55.

In various examples, controller 26 may initially rely on theidentification of trailer 16 for the initial stages of an automatedhitching operation, with the path 32 being derived to move the hitch 34toward a centrally-aligned position with respect to trailer 16 with thepath 32 being refined once the coupling feature 14 is identified. Suchan operational scheme can be implemented when it is determined thattrailer 16 is at a far enough distance from vehicle 12 to begin backingwithout knowing the precise endpoint 35 of path 32 and can be usefulwhen trailer 16 is at a distance where the resolution of the image data55 makes it possible to accurately identify trailer 16, but at which thecoupling feature 14 cannot be precisely identified. In this manner,initial rearward movement of vehicle 12 can allow for calibration ofvarious system 10 inputs or measurements that can improve the accuracyof distance measurements, for example, that can help make couplingfeature 14 identification more accurate. Similarly, movement of vehicle12 resulting in a change to the particular image within the data 55 thatcan improve the resolution or move the coupling feature 14 relative tothe remaining portions of trailer 16 such that it can be more easilyidentified.

As shown in FIG. 3 , the image processing routine 64 and operatingroutine 68 may be used in conjunction with each other to determine thepath 32 along which hitch assist system 10 can guide vehicle 12 to alignhitch 34 and coupling feature 14 of trailer 16. Upon initiation of hitchassist system 10, such as by user input on touchscreen 42, for example,image processing routine 64 can identify coupling feature 14 within theimage data 55 and at least attempt to estimate the position 28 ofcoupling feature 14 relative to hitch 34 using the image data 55 inaccordance with one of the examples discussed above to determine adistance D_(c) to coupling feature 14 and an angle α_(c) of offsetbetween a line connecting hitch 34 and coupling feature 14 and thelongitudinal axis of vehicle 12. Image processing routine 64 can also beconfigured to identify the trailer 16 overall and can use the image data55 of trailer 16, alone or in combination with the image data 55 ofcoupling feature 14, to determine the orientation or heading 33 oftrailer 16. In this manner the path 32 can further be derived to alignvehicle 12 with respect to trailer 16 with the longitudinal axis 13 ofvehicle 12 within a predetermined angular range of the heading 33 oftrailer 16. Notably, such alignment may not require that thelongitudinal axis 13 of vehicle 12 is parallel or collinear with theheading 33 of trailer 16, but may simply be within a range thatgenerally allows connection of hitch 34 with coupling feature 14 withoutcontact between vehicle 12 and trailer 16 and may, further allowimmediate controlled backing of trailer 16 using vehicle 12. In thismanner, the angular range may be such that the alignment of vehicle 12with trailer 16 at the end of the operating routine 68 is such that theangle between longitudinal axis 13 and heading 33 is less than thejackknife angle between the vehicle 12 and trailer 16 when coupled or areasonable estimate thereof. In one example, the angular range may besuch that longitudinal axis 13 is within about 30° from collinear withheading 33 in either direction.

Continuing with reference to FIG. 3 with additional reference to FIG. 2, controller 26, having estimated the positioning D_(c), α_(c) ofcoupling feature 14, as discussed above, can, in one example, executepath derivation routine 66 to determine vehicle path 32 to align thevehicle hitch 34 with coupling feature 14. In particular, controller 26can have stored in memory 62 various characteristics of vehicle 12,including the wheelbase W, the distance from the rear axle 27 to thehitch 34, which is referred to herein as L, as well as the maximum angleto which the steered wheels 76 can be turned δ_(max). As shown, thewheelbase W and the current steering angle δ can be used to determine acorresponding turning radius p for vehicle 12 according to the equation:

$\begin{matrix}{{\rho = \frac{W}{\tan\delta}},} & (1)\end{matrix}$

in which the wheelbase W is fixed and the steering angle δ can becontrolled by controller 26 by communication with steering system 20, asdiscussed above. In this manner, when the maximum steering angle δ_(max)is known, the smallest possible value for the turning radius ρ_(min) isdetermined as:

$\begin{matrix}{\rho_{\min} = {\frac{W}{\tan\delta_{\max}}.}} & (2)\end{matrix}$

Path derivation routine 66 can be programmed to derive vehicle path 32to align a known location of the vehicle hitch 34 with the estimatedposition 28 of coupling feature 14 that takes into account thedetermined minimum turning radius ρ_(min) to allow path 32 to use theminimum amount of space and maneuvers. In this manner, path derivationroutine 66 can use the position of vehicle 12, which can be based on thecenter 36 of vehicle 12, a location along the rear axle, the location ofthe dead reckoning device 24, or another known location on thecoordinate system 82, to determine both a lateral distance to thecoupling feature 14 and a forward or rearward distance to couplingfeature 14 and derive a path 32 that achieves the needed lateral andforward-backward movement of vehicle 12 within the limitations ofsteering system 20. The derivation of path 32 further takes into accountthe positioning of hitch 34, based on length L, relative to the trackedlocation of vehicle 12 (which may correspond with the center 36 of massof vehicle 12, the location of a GPS receiver, or another specified,known area) to determine the needed positioning of vehicle 12 to alignhitch 34 with coupling feature 14. It is noted that hitch assist system10 can compensate for horizontal movement Δx of coupling feature 14 in adriving direction by determining the movement of coupling feature 14 inthe vertical direction Δy that will be needed to receive hitch 34 withincoupling feature 14. Such functionality is discussed further inco-pending, commonly-assigned U.S. patent application Ser. Nos.14/736,391 and 16/038,462, the entire disclosures of which are herebyincorporated by reference herein.

As discussed above, once the desired path 32, including endpoint 35, hasbeen determined, controller 26 is then allowed to at least control thesteering system 20 of vehicle 12 with the powertrain control system 72and the brake control system 70 (whether controlled by the driver or bycontroller 26, as discussed below) controlling the velocity (forward orrearward) of vehicle 12. In this manner, controller 26 can receive dataregarding the position of vehicle 12 during movement thereof frompositioning system 22 while controlling steering system 20, as needed tomaintain vehicle 12 along path 32. In particular, the path 32, havingbeen determined based on the vehicle 12 and the geometry of steeringsystem 20, can adjust the steering angle δ, as dictated by path 32,depending on the position of vehicle 12 therealong. It is additionallynoted that in an embodiment, the path 32 may comprise a progression ofsteering angle δ adjustment that is dependent on the tracked vehicleposition.

As illustrated in FIG. 3 , vehicle path 32 can be determined to achievethe needed lateral and rearward movement within the smallest areapossible and/or with the lowest number of maneuvers. In the illustratedexample of FIG. 3 , path 32 can include two portions defined by steeringof wheels 76 in different directions to collectively traverse the neededlateral movement of vehicle 12, while providing final straight, rearwardbacking segment to bring hitch 34 into the above-described offsetalignment with coupling feature 14. It is noted that variations in thedepicted path 32 may be used. It is further noted that the estimates forthe positioning D_(c), α_(c) of coupling feature 14 may become moreaccurate as vehicle 12 traverses path 32, including to position vehicle12 in front of trailer 16 and as vehicle 12 approaches coupling feature14. Accordingly, such estimates can be continuously derived and used toupdate path derivation routine 66, if necessary, in the determination ofthe adjusted endpoint 35 for path 32, as discussed above. In a similarmanner, the path 32, as derived using the position and orientation dataacquired from a portable device 96, such a smartphone, can be fine-tunedonce the image processing routine 64 can identify coupling feature 14 inthe image data 55, with continued updates for path 32 being similarlyderived as the image data 55 becomes increasingly clear during theapproach toward trailer 16. It is further noted that, until such adetermination can be made, the dead reckoning device 24 can be used totrack the location of vehicle 12 in its movement along path 32 towardthe initially-derived endpoint 35.

As shown in FIG. 4 , once the trailer 16 and coupling feature 14 havebeen identified, and system 10 determines the path 32 to align hitch 34with the coupling feature 14, the controller 26 executing operatingroutine 68 may continue to control vehicle 12 until hitch 34 is in thedesired endpoint 35 relative to coupling feature 14 for coupling feature14 to engage with hitch 34 when coupling feature 14 is lowered intohorizontal alignment therewith. In the example discussed above, imageprocessing routine 64 continuously monitors the positioning D_(c), α_(c)of coupling feature 14, constantly or once available, during executionof operating routine 68, including as coupling feature 14 comes intoclearer view of rear camera 48, with continued movement of vehicle 12along path 32. As discussed above, the position of vehicle 12 can alsobe monitored by dead reckoning device 24 with the position 28 ofcoupling feature 14 being continuously updated and fed into pathderivation routine 66 in case path 32 and or endpoint 35 can be refinedor should be updated (due to, for example, improved height He, distanceD_(c), or offset angle α_(c) information due to closer resolution oradditional image data 55), including as vehicle moves closer to trailer16, as shown in FIGS. 4 and 5 . Still further, the coupling feature 14can be assumed to be static such that the position of vehicle 12 can betracked by continuing to track the coupling feature 14 to remove theneed for use of the dead reckoning device 24. In a similar manner, amodified variation of operating routine 68 can progress through apredetermined sequence of maneuvers involving steering of vehicle 12 ator below a maximum steering angle δ_(max), while tracking the positionD_(c), α_(c) of coupling feature 14 to converge the known relativeposition of hitch 34 to the desired position 38 thereof relative to thetracked position 28 of coupling feature 14, as discussed above and shownin FIG. 4 .

As illustrated in FIG. 3 , vehicle path 32 can be determined to achievethe needed lateral and rearward movement within the smallest areapossible and/or with the lowest number of maneuvers. In the illustratedexample of FIG. 3 , path 32 can include three portions defined bysteering of wheels 76 in different directions to collectively traversethe needed lateral movement of vehicle 12 during rearward backingsegment to bring hitch 34 into the above-described offset alignment withcoupling feature 14. It is noted that variations in the depicted path 32may be used, including based on the initial detection accuracy orrequirements and/or the initial position of steered wheels 76. It isfurther noted that the estimates for the positioning De, ac of couplingfeature 14 may become more accurate as vehicle 12 traverses path 32,including to position vehicle 12 in front of trailer 16 and as vehicle12 approaches coupling feature 14. Accordingly, such estimates can becontinuously derived and used to update path derivation routine 66, ifnecessary, in the determination of the adjusted endpoint 35 for path 32,as discussed above. In a similar manner, the path 32, as derived usingthe position and orientation data acquired from smartphone 96, can befine-tuned once the image processing routine 64 can identify couplingfeature 14 in the image data 55, with continued updates for path 32being similarly derived as the image data 55 becomes increasingly clearduring the approach toward trailer 16. It is further noted that, untilsuch a determination can be made, the dead reckoning device 24 can beused to track the location of vehicle 12 in its movement along path 32toward the initially-derived endpoint 35.

In this manner, the initial determination of the position 28 of trailer16 to an accepted level of accuracy is needed for execution of the pathderivation routine 66 and subsequent automated backing of vehicle 12along the path 32. Various characteristics or limitations of system 10may impact the ability of system 10 to identify the trailer 16 (as wellas the coupling feature 14, whenever such identification is carried out)in the data 55 received from imaging system 18 under certain conditionsor in certain settings. Still further, various vehicle 12 or othersystem 10 characteristics may impact the ability of system 10 tonavigate to reach a trailer 16 that is, nevertheless, present within theimage data 55. Depending on the particular configuration of system 10,such characteristics can be partially driven by the imaging system 18used by system 10. The imaging system 18 may be limited in its abilityto identify a trailer 16 and/or coupling feature 14 within the entirefield of the image data 55. In an example, it may be assumed, at leastfor simplicity of illustration, that system 10 only uses rear camera 48for trailer 16 and coupling feature 14 detection, with rear camera 48having a field of view 49 that is included in its entirety in the “totalfield” of the image data 55 (notably, if additional cameras 50,52 a,52 bare used, the total field of the image data 55 would include the entireassembled image from all such utilized cameras). The imaging system 18limitations may limit system 10 functionality to only a limited distancebetween trailer coupling feature 14 and the vehicle 12, as differentfactors may limit the ability of controller 26 in identifying a trailer16 or its coupling feature 14 when the trailer 16 and vehicle 12 are tooclose together or too far apart. For example, as illustrated in FIG. 5 ,the resolution of the various cameras 48,50,52 a,52 b in imaging system18 may impact the ability to identify any trailers 16 or couplingfeatures 14 beyond a maximum distance R1 from vehicle 12 with theparticular value of R1 being influenced by ambient conditions, includingavailable light and/or weather conditions (e.g., rain or snow).

Additionally, a minimum distance R2, also illustrated in FIG. 5 , fortrailer 16 or coupling feature 14 detection may be realized becausecertain implementations of system 10 may rely on dynamic readings (suchas of the ground surface behind vehicle 12 or other features visiblearound coupling feature 14) to calibrate system 10 and or to trackvehicle 12 speed in reversing and to track the position of couplingfeature 14 during system 10 operation. In particular, in the aboveexample where only rear camera 48 is used by system 10, it may benecessary to detect motion within the field of view 49 to identifydistance to the coupling feature 14 and to provide accurate tracking andboundary resolution (an aspect of image processing routine 64). Further,the operating routine 68 may include a longitudinal control algorithmthat relies on precise control of the vehicle 12, and a minimum amountof travel distance corresponding with R2 in an example, is required tocalibrate certain braking and powertrain variables to achieve suchvehicle control. Still further, if a trailer 16 is too close to vehicle12, various features of the trailer 16 may appear as trailers themselvesto the image processing routine 64, meaning that to assist system 10,the trailer 16 should be beyond the minimum distance R2 such that aproportionality of features, including of trailer 16 itself as well asof trailer 16 relative to the total field of image data 55, is optimizedfor image processing routine 64 functionality.

As also shown in FIG. 5 , other limitations of system 10 functionalitymay add constraints to the target zone of operation. In this respect,system 10 may not be capable of maneuvering vehicle 12 towards alllocations in an initial view of the rear camera 48 (i.e., during trailer16 or coupling feature 14 identification). In particular, system 10 maybe restricted in its ability to reach a potential target position due,but not limited, to a lateral span that is a function of a distancerange and the steering angle δ limitations of vehicle 12. In one aspect,the maximum steering angle δ_(max) of the vehicle 12 determines thelateral range, as a function of distance D_(c) to coupling feature 14,as discussed further below. In general, an implementation of system 10may restrict maneuvering of vehicle 12 to a single reversing motionthat, while potentially including steering in both the left and rightdirections, does not incorporate forward driving of vehicle 12 betweensuccessive instances of reverse driving, for example. In this manner,the maximum lateral distance that can be traversed by vehicle 12 in anautomated hitching operation is limited by the maximum steering angleδ_(max). As the vehicle 12 travels laterally by turning the steeredwheels 76 and reversing, the left and right lateral vehicle controllimits L1,L2 of system operability 10 are determined as, essentially, atheoretical hitch 34 path extending rearward of the vehiclecorresponding with steering of vehicle 12 at a particular steering angleδ under reversing of vehicle 12 to either side. In this manner, thelateral vehicle control limits L1,L2 of system 10 may extend outwardlyfrom vehicle 12, with increasing distance away from vehicle 12 and maybe characterized or determined based on left and right steering pathlimits of vehicle 12.

In a further aspect, the lateral vehicle control limits L1,L2 may belimited by an operating angle δ_(op) that is lower than maximum steeringangle δ_(max). The difference between the operating angle δ_(op) and themaximum steering angle my vary based on criteria that can be selected tooptimize or improve the performance of system 10, to address variousconstraints on the operation of system 10, or to increase thepredictability or reliable performance of system 10. In one aspect, itmay simply be desired for system 10 to be prevented from calling for amaximum steering angle δ_(max) to allow system 10 to manage variationsthat may arise in the actual maximum angle δ_(max) reachable by thesteering system 20 under varying conditions, to prevent wear on steeringsystem 20, or the like. In this manner, the lateral vehicle controllimits L1,L2 of system 10 functionality may be further limited.

Because of these limitations, the present system 10 may be configured toonly function with trailers 16 and associated coupling features 14positioned inside the target position area 110 relative to the vehicle12, as shown in FIG. 5 . The target position area 110 may be determinedby the factors listed above, and, potentially, any additional factorsthat affect the system 10 capability. To ensure such positioning ofvehicle 12 relative to trailer 16, system 10 can be generally configuredto direct the user to position vehicle 12 relative to trailer 16 suchthat trailer 16 (or coupling feature 14) is within such a target area110 of the field of view of the utilized cameras, such as field of view49 of rear camera 48, and the corresponding image data 55. As discussedabove, the limitations of camera 48 and the requirements of imageprocessing routine 64 and operating routine 68 can establish the maximumdistance R1 and the minimum distance R2 from the rear of vehicle 12 forcoupling feature 14 identification, which can establish the bounds ofthe target position area 110 with general respect to the longitudinalaxis 13 of vehicle 12. In the illustrated example, the maximum distanceR1 and the minimum distance R2 can be measured from the hitch 34 (oralternatively the rear camera 48, which may be positioned adjacent hitch34, albeit at a different height) at a consistent distance therefromsuch that R1 and R2 are radially spaced about the hitch 34 (or rearcamera 48).

As shown in FIG. 5 , the lateral limits L1,L2 can extend rearward fromhitch 34 along arced paths based on the steering characteristics ofvehicle 12, including the steering limit δ_(max) of steering system 20and other limitations or performance parameters. In particular, theperformance of system 10 in controlling vehicle 12 and/or providing agenerally-acceptable path 32 may be improved, as discussed above, byconfiguring path derivation routine 66 to maintain the steering angle δbelow the maximum δ_(max) by a predetermined amount or at the otherwiseestablished operating angle δ_(op). In one example, the operating angleδ_(op) may be less than the maximum steering angle δ_(max) by a presetor adjustable offset, which may be a set angle (e.g., about 3° to about10°) or by a preset or adjustable percentage based proportion (e.g.,about 5% to about 25%). In other examples, discussed above, theoperating angle δ_(op) may be based on specific characteristics ofvehicle 12 based on other set or adjustable parameters. As shown in FIG.5 , the projected lateral limits L1,L2 can each be a single arc-shapedsegment extending from the hitch 34 in a direction toward the couplingfeature 14. From the determined operating angle δ_(op), system 10 candetermine the lateral limits L1,L2 within a frame of reference centeredat hitch 34 and its x-axis aligned with the longitudinal axis 13 ofvehicle 12. Notably, the length L, as well as the wheelbase W, whichaffect the positioning of the turn center for the determined steeringangle are configurable based on the various vehicle parameters and canbe stored in memory 62 and the upper limit of angle α can also beadjusted based on the parameters that influence R1, for example, suchthat the lateral limits L1,L2 are determined for an appropriate distanceto intersect or cross the longitudinal limit R1. As shown in FIG. 5 ,the target position area 110 for coupling feature 14 positioning,referred to as the “target zone” 110 can, thusly, be defined as the areabounded by the limits R1, R2, L1, and L2. In the example of FIG. 5 , thetarget area 110 can be further restricted within the detectable andreachable areas discussed above, including within an area that can bereached along a path 32 from hitch 34 that is defined by a straightline. Accordingly, the target area 110 that is the subject of thecoaching routine discussed herein may not directly correspond with thecomplete area within which detection of and navigation to couplingfeature 14 is possible, but may rather be an area that can be reachedwithin a restricted variation of operating routine 68. Further detailson the determination for L1 and L2 are disclosed in co-pending,commonly-assigned U.S. patent application Ser. No. 16/208,777.

Turning now to FIG. 6 , the present system 10 can be configured tooperate similarly to the above description when the trailer 16 is aso-called fifth-wheel type trailer. In general, a fifth wheel typetrailer includes an elevated nose 86 (which can be incorporated into thebox of a utility or camper trailer or can consist of a trailer“gooseneck” in the case of a thusly-named gooseneck trailer) having akingpin 88 extending downward therefrom. In this manner the kingpin 88acts as the coupling feature 14 in replacement of the cup 47 included ona standard trailer 16, as discussed above. In connection with the use ofa fifth-wheel type trailer 16 the vehicle 12 can include a fifth-wheeltype hitch 34 consisting of a receiver 90 configured to receive thekingpin 88 in a longitudinal direction and releasably retain the kingpin88 therein in a rotatable manner. The receiver 90 is further adapted tosupport the nose 86 of the trailer 16 for articulation of the trailer 16thereon during vehicle 12 movement in towing the trailer 16. As furthershown, the receiver 90 is typically mounted in an aligned position withrespect to both the rear axle 27 and the centerline 13 of the vehicle,which provides improved steering dynamics for the combined vehicle 12and trailer 16. As can be appreciated, the desired positioning of thereceiver 90 comprising the hitch 34 in the present example generallyrequires the use of a towing vehicle 12 in the form of a pickup truck(aside from the use of various commercial vehicles), as described above,with the receiver positioned along the floor of the trailer bed 25. Inthis manner, the tailgate 91 positioned on the rear of the vehicle 12and enclosing the trailer bed 25 must be opened or removed to engage thekingpin 88 with the receiver 90 by movement of the kingpin 88 into thetruck bed 25. In one aspect, this arrangement may further restrict thepositioning of the vehicle 12 with respect to trailer 16 that must beachieved prior to the initiation of an automated hitching maneuver bythe present system 10. In particular, the vehicle 12 should bepositioned in front of the trailer 16, such as by having the receiver 90within a certain angle of the extended centerline 92 (heading) of thetrailer 16 and/or with the longitudinal axis 13 of the vehicle 12 withina predetermined angle of the trailer 16 heading 92 (e.g., five degreesor less). Such requirements are to be understood as being in addition tothe requirement that the coupling feature 14 (i.e., the kingpin 88) bewithin the target alignment area.

As discussed in the commonly-assigned U.S. patent application Ser. No.16/208,777, the entire disclosure of which is incorporated by referenceherein, to help the driver of the vehicle 12 position the vehicle 12relative to the trailer 16 and/or coupling feature 14 for initiation ofan automated hitching procedure, a graphical representation of thetarget position area 110 can be presented to the user as an overlay of aportion of the image data 55 on the screen 44 of the vehicle HMI 40. Asshown in FIGS. 7 and 8 , the graphical target 45 can be presented in amanner that doesn't directly align with the precise location of thetarget position area 110, but instead can correspond with the locationof the target position area 110 be expected to reasonably achieverrelative positioning of the vehicle 12 with respect to the trailer suchthat the trailer 16 and/or coupling feature 14 is within the targetposition area 110 by movement of the vehicle 12 such that the trailer16, as viewed in the image data 55 on screen 44 is wholly or partiallywithin the graphical target 45. The graphical target 45 can be adaptedto indicate to the user when appropriate alignment has been achieved,such as by a prescribed movement or change in appearance or color.Additionally, the controller 26 can be configured to give additionalguidance or instruction in connection with or in addition to thegraphical target 45 by way of the screen 44, as discussed in variousexamples in U.S. patent application Ser. No. 16/674,589, the entiredisclosure of which is incorporated by reference herein.

As discussed above, the positioning requirements of the vehicle 12 withrespect to the trailer 16 can vary with the type of trailer 16,including but not limited to whether the trailer 16 is a fifth-wheeltype (FIG. 6 ) or a conventional trailer (FIG. 5 ). Additionally, theusefulness and/or availability of the respective portions of the imagedata 55 from the different cameras, particularly rear camera 48 andCHMSL camera 50 can vary with respect to the trailer type. Notably,because the connection of a kingpin 88 with a corresponding receiver 90in a fifth-wheel type trailer coupling requires that the tailgate 91 beopen, the rear camera 48 may not be available at all. Additionally, theuse of the CHMSL camera 50 may be useful for visualization during thefinal hitching stages of a fifth-wheel type trailer connection becausethe field of view 51 associated therewith captures the receiver 90,which can allow the user to have visual confirmation that the alignmentis proceeding as desired. During the initial alignment of vehicle 12with trailer 16 (i.e., prior to the initiation of the automated hitchingmaneuver), however, the farther forward positioning of the CHMSL camera50, combined with the relatively wide angle of vehicle cameras, can besuch that the trailer 16 appears farther away and that anappropriately-sized graphical target 45 appears relatively small to theextent that alignment using the screen 44 and the graphical target 45becomes difficult. Accordingly, system 10 can be configured to identifyor otherwise recognize the type of trailer after activation of system 10and during the initial alignment maneuvering and to select or adjust theportion of the image data 55 presented to the user on the screen 44.System 10 can, as further discussed below, provide visual confirmationof the recognized trailer type and, in the particular case of arecognized fifth-wheel trailer type, provide additional guidance withrespect to the above-discussed relative headings required for initiationof an automated hitching maneuver.

Turning to FIGS. 7 and 8 , an example view of screen 44 included in HMI40 is depicted as presenting a portion of the image data 55 received bycontroller 26 from imaging system 18. In the present instance, thecontroller 26 has applied, for example, a subroutine of the imageprocessing routine 64 to identify trailer 16 in the image data 55 and todetermine that the trailer 16 is a fifth-wheel type trailer 16. In thisrespect, on system 10 startup, the controller 26 may present image data55 received specifically from the rear camera 48 and/or a compositeimage from one or more of the cameras included in imaging system 18 withadjustments made to make the image appear seamless and cropping topresent only a portion of the composite image. In this respect, a“portion” of the image data 55, as referred to herein, can indicateimage data 55 from one or more cameras or a cropped composite image fromall cameras, a composite image of multiple cameras, or the like. Inconnection with the presentation of such a portion of the image data 55on the screen 44, the controller 26 can use all of the available imagedata 55, for example, to attempt to identify a trailer 16 within theimage data 55. In this respect, system 10 can be capable of identifyingmultiple trailers 16 within the image data 55, simultaneously. Uponidentification of any such trailers 16 within the image data 55,controller 26 can apply additional image processing to identify thetrailer type based on, for example, the identification of knowncharacteristics attributable to various known trailer types, includingthe presence of a cup 47 for the coupling feature 14 or a kingpin 88,the identification of an elevated trailer nose 86, including aheadand/or above a trailer box, and other such features that would beapparent to those skilled in the art. Additionally, the controller 26can attempt to identify any hitch features 34 attached to the vehicle,including the presence of a hitch ball 37 beyond the rear bumper 41within the field of view 49 of rear camera 48 and/or the presence of afifth-wheel receiver 90 within the bed 25 in the field of view 51 of theCHMSL camera 50, with the presence of such hitching feature 34 beingaccounted for in the algorithm and/or scoring associated with theidentification of the trailer type. When, as shown in FIG. 7 , thetrailer 16 is identified as a fifth-wheel type trailer, including by wayof the further identification of receiver 90, the controller 26 canpresent the portion of the image data 55 corresponding with that of theCHMSL camera 50 to be presented on screen 44. In an additional aspect,the controller 26 can be configured to detect when the tailgate 91 isopened or removed and default to the presentation of the image data 55portion associated with the CHMSL camera. In one aspect, the system 10can, in the absence of image data 55 from rear camera 48 or adetermination that the tailgate 91 is open such that the image data 55from rear camera 48 (which is accordingly directed at the ground) is notuseable, initially present the portion of image data 55 correspondingwith the CHMSL camera 50, as depicted in FIG. 7 .

As shown in FIG. 8 , whether the controller 26 initially presents theportion of image data 55 corresponding with the rear camera 48 or theCHMSL camera 50, according to the examples discussed above, theidentification of a trailer 16 determined to be a fifth-wheel typetrailer 16 can also correspond with the controller 26 selecting afurther portion of the image data 55 from CHMSL camera 50 forpresentation on the screen 44 that is smaller than the field of view 51of the CHMSL camera 50. Such a portion can be enlarged to fill thescreen 44, such as by digital zooming, cropping, and/or scaling of theselected portion of the image data 55. As shown in FIG. 8 , the portionof the CHMSL camera 50 image data 55 can be such that the majority ofthe truck bed 25 is not visible (including the receiver 90, which doesnot need to be seen for the guided initial alignment discussed herein)and, further such that both the trailer 16 and the graphical target 45appear larger on the screen 44 for easier relative visualization. In oneaspect, the selection of the portion of the CHMSL camera 50 image data55 presented can be selected or configured to approximate the view fromthe rear camera 48 such that a generally consistent feel for the user ofsystem 10 to a user among different trailer types is maintained. In afurther aspect, system 10 can allow the user to change the viewpresented, such as by switching among available cameras (48, 50, 52 a,and 52 b), such as by swiping over the view, and or adjusting the zoom(in or out), for example, using a soft button 98 depicted on the screen44 and superimposed over the image data 55 portion. Such adjustment canbe incremental or can simply swap between the full view and thesystem-determined zoomed view.

Additionally, as shown in FIG. 7 , when controller 26 determines thetrailer type corresponding with one or more trailers 16 in the imagedata 55, a trailer type indicator 100 can be presented on the screen 44in connection with the portion of the image data 55 also shown on screen44. In the illustrated example, the trailer type indicator 100 is adepiction of the determined trailer type presented within or as aportion of the graphical target 45. In one aspect, when multipletrailers 16 are present and detected within the image data 55, thetrailer depiction of the trailer type indicator 100 can correspond withthe one of such trailers 16 that is closest to the target area 100and/or the graphical target 45. The controller 26 can select or developthe depiction used in the trailer type indicator 100 in a number ofdifferent ways. In one example, the controller 26 can have multiplepreselected images stored in memory and can select the one of suchimages that is indicated as corresponding with the identified trailertype (e.g., A-frame, A-frame with boat, box, flat-bed, fifth-wheel,gooseneck, or the like). In one aspect, the user can swipe on thetrailer type indicator 100 to cycle through the images as a way ofconfirming or correcting the identification made by the controller 26.Additionally or alternatively, system 10 can provide a process by whichthe user can store information related to particular trailers in memory62 to be retrieved at or prior to system 10 initiation. In such animplementation, the controller 26 can present assign the known type of aselected trailer as the detected trailer type and present the trailertype indicator 100 accordingly. Additionally, the system 10 can beconfigured to default to a selection or depiction of the last-selectedtrailer and can override such a detection at a user indication or byvisual determination that the identified trailer 16 does not correspondwith the last-selected trailer. If the trailer is specifically selectedas a new trailer or a prior selection has otherwise been overridden, ageneric graphical target 45 can be show, such as a blank box, or thebulls-eye type graphical target 45′ shown in FIG. 8 .

In another example, controller 26 can generate the depiction based onthe image data 55 identified as corresponding with the identifiedtrailer 16. In such an example, the controller 26 can generate athree-dimensional (“3-D”) representation of the trailer 16, which can begraphically simplified, such as by matching known shapes to identifiedareas of the rendering, tracing an outline of the rendering, or thelike. Examples of such simplified depictions are shown in FIG. 9A, whichshows trailer type indicator 100 depicting a fifth-wheel type trailer16, and FIG. 9B, which shows trailer type indicator 100 depicting aa-frame trailer 16 with a boat. In one aspect, such a depiction can bedynamic and can correspond with the trailer 16 as seen in the image data55, including from a quarter view, a side, view, a head-on view, or thelike. In other aspects, the view can be further simplified toconsistently present a head-on view, as shown in FIG. 7 . The depictionof the trailer for the trailer type indicator 100 can, additionally oralternatively, be adapted based on the particular zoom level of the viewshown on the screen 44 and/or can be changed in size to correspond withthe relative size of the trailer 16 on the screen 44, including as thevehicle 12 moves toward or away from the trailer 16.

Turning to FIG. 10 , in another aspect system 10 can be configured todetermine when a user is having difficulty positioning the vehicle 12with respect to an identified fifth-wheel type trailer 16. As discussedabove, such positioning for a vehicle 12 with respect to an identifiedfifth-wheel type trailer 16 can include both the positioning of vehicle12 such that the trailer 16 and or kingpin 88 coupling feature 14 iswithin the target area 110 and that the heading 33 of vehicle 12 iswithin a predetermined threshold angle with respect to the heading 92 oftrailer 16. In certain aspects, a user may have difficulty in matchingboth criteria simultaneously or may have difficulty understanding whichcriteria is not met in the event that system 10 continues to requestthat the user achieve proper alignment. In one implementation, thecontroller 26 can detect user difficulty automatically, if the number ofgear changes (assessed by monitoring the gear selector 102 of thetransmission system 104) passes a certain threshold (e.g. three or more,four or more, etc.), the distance traveled by the vehicle 12 whilesystem 10 is active exceeds a predefined threshold (e.g. 50 feet, 100feet, or the like), if a time elapsed during motion exceeds a setthreshold (e.g., 45 seconds, 1 minute, etc.), or some combination ofsuch indicators. If user difficulty is detected in such a manner,controller 26 can present an instruction to the user. In the exampleshown in FIG. 10 , the instruction is in the form of an instructiongraphic 106 that includes a graphical vehicle representation 108, agraphical trailer representation 112, heading indications 114 and 116for the vehicle 12 and the trailer 16, respectively and a guide image inthe example form of an arrow 118 indicating the direction in whichvehicle 12 should be moved to achieve the desired positioning. Theheading angles in the instruction graphic 106 can be determined byfunctionality included in, for example, the image processing routine 64.In this respect, controller 26 can continue to monitor the vehicle 12surroundings (including trailer 16), as well as the vehicle state, asdiscussed above, and actively update the instruction graphic 106, asneeded. Once the user, including under guidance of the instructiongraphic 106, successfully positions the vehicle 12 the correct positionwith respect to the trailer 16, system 10 may present a graphicindication to the user indicating that vehicle 12 positioning has beensuccessfully completed and that the system 10 is ready to take overcontrol of vehicle 12 to execute the automated hitching maneuver. Asshown in FIG. 10 , this indication may be made by way of the targetgraphic 45, such as by changing the target graphic 45′ in color, shape,or other graphical representation to indicate a positive outcome. Asshown in FIG. 12 , controller 26 can zoom out from the view used foralignment of the vehicle 12 with respect to the trailer 16 at some pointduring the automated backing maneuver so that the user can see thereceiver 90 approaching the kingpin 88 and assess the final alignmentupon a further notification 120 from system 10 that the maneuver iscomplete.

Turning to FIG. 13 a method used in connection with executing anautomated hitching maneuver using aspects of the system 10, as describedabove, is shown. It is to be appreciated that the method 210 can bestored in memory 62 and executed by the controller 26, discussed above,or may be implemented by other devices with appropriate configurationand/or programming. Once the user initiates the process (step 212), thesystem 10 activates (step 214), including by presenting a defaultportion of the image data 55 collected by the imaging system 18, such asthe specific subset of the data 55 received from rear camera 48, on thescreen 44 of the vehicle HMI 40. In further connection with system 10activation, the controller 26 runs the image processing routine 64 toidentify any trailers 16 within the image data 55. In step 216, thecontroller 26 further uses the image processing routine 64 to determineif the detected target trailer 16 is a fifth-wheel or gooseneck typetrailer 16, according to the various examples discussed above. Asfurther discussed above, if the target trailer 16 is determined to be afifth-wheel or gooseneck type trailer, the controller 26 can cause theportion of the image data 55 presented on the screen 44 to change to theportion corresponding with the subset of image data 55 received from theCHMSL camera 50. If the detected target trailer 16 is not a gooseneck orfifth-wheel type, the view shown on screen 44 can be kept as that fromthe rear camera 48 through the remainder of the alignment and automatedhitching process. In connection with the detection of a fifth-wheel orgooseneck trailer 16 in step 216, the controller 26 can monitor forconfirmation of the trailer type, such as by the user, in step 218 and,if confirmed, switch to the scaled, or zoomed view discussed above withrespect to FIG. 8 , to enlarge the view of the trailer 16 and targetgraphic 45, while removing the bulk of the truck bed 25 from view (step220). Until such confirmation is received, the image data 55 view fromthe CHMSL camera 50 can be presented in a view that shows a largerportion of the field of view 51, including the portion of the truck bed25 including the receiver 90. The system 10 can continue with thealignment and automated hitching maneuvers using the appropriate view,as discussed above.

Turning to FIG. 14 , a further method used in connection with executingan automated hitching maneuver using aspects of the system 10, asdescribed above, is shown. Again, it is to be appreciated that themethod 310 can be stored in memory 62 and executed by the controller 26,discussed above, or may be implemented by other devices with appropriateconfiguration and/or programming. As shown, the method reflects aprocess for presenting a trailer type indicator 100 in connection with agraphical target 45 during an initial alignment phase of the automatedhitching process described herein. Upon initiation (step 312) and system10 activation (step 314) as generally discussed above with respect toFIG. 13 , the system 10 can determine if an identified trailer 16corresponds with a trailer profile stored in memory or if the trailer isa new trailer (step 316). As discussed above, this can be done byprompting for, and receiving a user indication of whether the trailer isnew or has a profile stored in memory 62 or using the image processingroutine 64. If the target trailer 16 corresponds with a stored profile,system 10 can facilitate user selection of the particular trailerprofile (step 318) and can load a previously-generated trailer-typeindicator 100, such as the trailer depiction presented in graphic target45, discussed above and shown in FIGS. 7, 9A, and 9B. If the targettrailer 16 does not have a stored profile, the controller 26 causes astandard target graphic 45 to be displayed (step 320) until a targettrailer 16 is located (step 322). When a target trailer 16 is located,controller 26 uses the image processing routine 64, for example, toidentify the shape of the trailer or significant shape features thereof(step 324) and, in the present embodiment, selects a best-matchedtrailer depiction from a selection of the same stored in memory 62 topresent as the trailer type indicator 100 and displays the selectedimage in connection with the graphical target 45, as discussed above.

Turning to FIG. 15 , a further method used in connection with executingan automated hitching maneuver using aspects of the system 10, asdescribed above, is shown. Again, it is to be appreciated that themethod 410 can be stored in memory 62 and executed by the controller 26,discussed above, or may be implemented by other devices with appropriateconfiguration and/or programming. As shown, the method reflects aprocess for detecting user difficulty in aligning the vehicle 12 withrespect to the trailer 16, as required for initiation of an automatedhitching maneuver, as described herein. Upon initiation (step 412) andsystem 10 activation, as generally discussed above with respect to FIG.13 , the system 10 uses the image processing routine 64 to detectpotential target trailer(s) 16 in the image data 55 (step 414) anddetermines that any detected trailers 16 are an intended target trailer16 by comparing the detected trailer(s) 16 with the current vehicle 12path (step 416). When the actual target trailer 16 is identified, thesystem 10 can generate a depiction of the trailer 16 (step 418), asdiscussed above, for use as the trailer type indicator 100 that can bedisplayed on the vehicle HMI 40, such as within the target graphic 45,as discussed above (step 420). The controller 26 can then monitor forbehavior indicating difficulty in aligning the vehicle 12 with thetrailer, according to the various criteria discussed above (includingdepending on the particular trailer type) in step 422. When one or acombination of threshold criteria are met, the controller 26 can presentan instruction graphic 106 (FIG. 10 ) on the vehicle HMI 40 until theparticular desired alignment is achieved (step 424), at which point,proper alignment is indicated (step 426).

As shown in FIG. 16 , the system 10 can be configured to present variousportions of the image data 55 on the vehicle HMI 40 during variousstages of an automated hitching process, depending on the particularstate and the type of trailer 16 detected. In particular, after systemactivation (step 512), the driver positions the vehicle 12 for properinitial alignment with the trailer 16, as discussed above (step 514)while the controller 26 looks for and identifies the type of a targettrailer 16 (step 516). If the trailer is a conventional trailer thecontroller 26 can present (or continue presenting) image data 55 fromthe rear camera 48 on the HMI 40 (step 518). If a fifth-wheel orgooseneck type trailer 16 is detected, a zoomed or scaled view (FIG. 8 ,e.g.) of image data 55 from the CHMSL camera 50 can be presented. Aftersuccessful initial alignment is achieved, the user can initiateautomated vehicle 12 control in executing the operating routine 68 toback the vehicle 12 into final alignment with the target trailer 16(step 520). If the trailer type (step 522) is a conventional trailer 16,the view can remain a non-transformed view of the image data 55 from therear camera 48 (step 524). For a fifth wheel or gooseneck type trailer16, the view can be presented from the CHMSL camera 50 in anon-transformed or non-zoomed manner to allow the user to visualize thereceiver 90 as the vehicle advances toward the kingpin 88 of the trailer16. In one aspect, the system 10 can pause at a predetermined pointduring the automated backing maneuver (step 526) for the user to checkand/or confirm that the coupling feature 14 is at an appropriate height.In connection with this stage, the system can present different viewsdepending on the detected trailer 16 type (step 528), includingpresenting (step 530) a view of the rear camera 48 image data 55 that iscropped and zoomed toward the ground (i.e., the location of the cup 47and hitch ball 37 (step 532). For a fifth-wheel trailer 16, the anon-translated view of the CHMSL camera 50 data can be presented (step534), and for a gooseneck trailer, the view from the CHMSL camera 50 canbe zoomed and/or cropped downward to maintain the view of the receiver90 and kingpin 88, while focusing the view on the gooseneck and lowertrailer 16. The view selected in step 532 can be maintained throughfinal alignment and the end of the process.

For purposes of this disclosure, the term “coupled” (in all of itsforms, couple, coupling, coupled, etc.) generally means the joining oftwo components (electrical or mechanical) directly or indirectly to oneanother. Such joining may be stationary in nature or movable in nature.Such joining may be achieved with the two components (electrical ormechanical) and any additional intermediate members being integrallyformed as a single unitary body with one another or with the twocomponents. Such joining may be permanent in nature or may be removableor releasable in nature unless otherwise stated.

Furthermore, any arrangement of components to achieve the samefunctionality is effectively “associated” such that the desiredfunctionality is achieved. Hence, any two components herein combined toachieve a particular functionality can be seen as “associated with” eachother such that the desired functionality is achieved, irrespective ofarchitectures or intermedial components. Likewise, any two components soassociated can also be viewed as being “operably connected” or “operablycoupled” to each other to achieve the desired functionality, and any twocomponents capable of being so associated can also be viewed as being“operably couplable” to each other to achieve the desired functionality.Some examples of operably couplable include, but are not limited to,physically mateable and/or physically interacting components and/orwirelessly interactable and/or wirelessly interacting components and/orlogically interacting and/or logically interactable components.Furthermore, it will be understood that a component preceding the term“of the” may be disposed at any practicable location (e.g., on, within,and/or externally disposed from the vehicle) such that the component mayfunction in any manner described herein.

Modifications of the disclosure will occur to those skilled in the artand to those who make or use the disclosure. Therefore, it is understoodthat the embodiments shown in the drawings and described above aremerely for illustrative purposes and not intended to limit the scope ofthe disclosure, which is defined by the following claims, as interpretedaccording to the principles of patent law, including the doctrine ofequivalents.

It is to be understood that variations and modifications can be made onthe aforementioned structure without departing from the concepts of thepresent invention, and further it is to be understood that such conceptsare intended to be covered by the following claims unless these claimsby their language expressly state otherwise.

What is claimed is:
 1. A system for assisting in aligning a vehicle forhitching with a trailer, comprising: an imaging system outputting imagedata of a field of view directed rearward from the vehicle, the imagingsystem including a first camera and a second camera; and a controller:identifying at least one of the trailer or a coupling feature of thetrailer within the image data; determining that the at least one of thetrailer or the coupling feature is outside of a target position arearelative to the vehicle and outputting an instruction for movement ofthe vehicle determined to position the one of the trailer or thecoupling feature within the target position area in response toidentifying at least one indication of a user difficulty in positioningthe one of the trailer or the coupling feature within the targetposition area; and determining that the at least one of the couplingfeature and the trailer is within the target position area andoutputting a steering signal to the vehicle to cause the vehicle tosteer to align a hitch of the vehicle with the coupling feature.
 2. Thesystem of claim 1, wherein the at least one indication of userdifficulty in positioning the one of the trailer or the coupling featurewithin the target position area includes a number of changes in a stateof a vehicle gear selector passing a predetermined gear changethreshold.
 3. The system of claim 1, wherein the at least one indicationof user difficulty in positioning the one of the trailer or the couplingfeature within the target position area includes a distance traveledwhile the controller determines that the at least one of the trailer orthe coupling feature is outside of the target position area exceeds apredefined distance threshold.
 4. The system of claim 1, wherein the atleast one indication of user difficulty in positioning the one of thetrailer or the coupling feature within the target position area includesa time elapsed while the controller determines that the at least one ofthe trailer or the coupling feature is outside of the target positionarea exceeding a predefined time threshold.
 5. The system of claim 1,wherein the instruction for movement of the vehicle determined toposition the one of the trailer or the coupling feature within thetarget position area includes an overhead depiction of the vehiclerelative to the trailer and a heading indication of the trailer,presented on a display within the vehicle.
 6. The system of claim 1,wherein the controller further: causes a portion of the image data to bepresented on a display within the vehicle; identifies at least one ofthe trailer or the coupling feature of the trailer within the image dataand assigns a trailer type to the trailer identified within the imagedata, the trailer type including a first trailer type and a secondtrailer type.
 7. The system of claim 6, wherein the first trailer typeis a conventional trailer configured for coupling with the vehicle at ahitch ball disposed on a rear of the vehicle; and the second trailertype is a fifth-wheel trailer configured for coupling with the vehicleat a kingpin disposed over a rear axle of the vehicle;
 8. The system ofclaim 7, wherein: when the assigned trailer type is the fifth-wheeltrailer, the controller further configures the target position area tobe disposed from a front of the trailer; and the instruction formovement of the vehicle determined to position the one of the trailer orthe coupling feature within the target position area further includes aninstruction to align a heading angle of the vehicle with a heading angleof the trailer within a predetermined threshold.
 9. The system of claim1, wherein the instruction for movement of the vehicle determined toposition the one of the trailer or the coupling feature within thetarget position area includes an instruction graphic.
 10. The system ofclaim 9, wherein the instruction graphic includes a graphical vehiclerepresentation, a graphical trailer representation, heading indicationsfor the vehicle and the trailer, respectively, and an arrow indicating adirection for movement of the vehicle.
 11. The system of claim 1,further including, in connection with determining that the at least oneof the coupling feature and the trailer is within the target positionarea, outputting a graphic confirmation indication.
 12. The system ofclaim 11, wherein the graphic confirmation indication includes a changeof color of a target graphic associated with the target position areaand displayed upon identifying the at least one of the trailer orcoupling feature.
 13. The system of claim 11, wherein the graphicconfirmation indication includes a change of shape of a target graphicassociated with the target position area and displayed upon identifyingthe at least one of the trailer or coupling feature.
 14. A system forassisting in aligning a vehicle for hitching with a trailer, comprising:a vehicle human-machine interface including a display screen within aninterior of the vehicle; an imaging system outputting image data of afield of view directed rearward from the vehicle, the imaging systemincluding a first camera and a second camera; and a controller:identifying at least one of the trailer or a coupling feature of thetrailer within the image data; outputting a target graphic associatedwith the target position area on the display screen, the target graphicbeing associated with a target position area relative to the vehicle;determining that the at least one of the trailer or the coupling featureis outside of the target position area relative to the vehicle andoutputting an instruction for movement of the vehicle determined toposition the one of the trailer or the coupling feature within thetarget position area in response to identifying at least one indicationof a user difficulty in positioning the one of the trailer or thecoupling feature within the target position area; and determining thatthe at least one of the coupling feature and the trailer is within thetarget position area and outputting a steering signal to the vehicle tocause the vehicle to steer to align a hitch of the vehicle with thecoupling feature.
 15. The system of claim 14, wherein the at least oneindication of user difficulty in positioning the one of the trailer orthe coupling feature within the target position area includes at leastone of: a number of changes in a state of a vehicle gear selectorpassing a predetermined gear change threshold; a distance traveled whilethe controller determines that the at least one of the trailer or thecoupling feature is outside of the target position area exceeds apredefined distance threshold; and a time elapsed while the controllerdetermines that the at least one of the trailer or the coupling featureis outside of the target position area exceeding a predefined timethreshold.
 16. The system of claim 14, wherein the instruction formovement of the vehicle determined to position the one of the trailer orthe coupling feature within the target position area includes anoverhead depiction of the vehicle relative to the trailer and a headingindication of the trailer, presented on a display within the vehicle.17. The system of claim 14, wherein the controller further: causes aportion of the image data to be presented on the display; identifies atleast one of the trailer or the coupling feature of the trailer withinthe image data and assigns a trailer type to the trailer identifiedwithin the image data, the trailer type including a first trailer type,associated with a conventional trailer configured for coupling with thevehicle at a hitch ball disposed on a rear of the vehicle, and a secondtrailer type, associated with a fifth-wheel trailer configured forcoupling with the vehicle at a kingpin disposed over a rear axle of thevehicle; and responsive to the assigned trailer type being the secondtrailer type, the controller further configures the target position areato be disposed from a front of the trailer, outputs the instruction formovement of the vehicle determined to position the one of the trailer orthe coupling feature within the target position area further as aninstruction to align a heading angle of the vehicle with a heading angleof the trailer within a predetermined threshold.
 18. The system of claim14, wherein the instruction for movement of the vehicle determined toposition the one of the trailer or the coupling feature within thetarget position area includes an instruction graphic.
 19. The system ofclaim 18, wherein the instruction graphic includes a graphical vehiclerepresentation, a graphical trailer representation, heading indicationsfor the vehicle and the trailer, respectively, and an arrow indicating adirection for movement of the vehicle.
 20. The system of claim 14,further including, in connection with determining that the at least oneof the coupling feature and the trailer is within the target positionarea, outputting a graphic confirmation indication, including at leastone of a change of color or change in shape of the target graphic.